torrey



3 Sheets-Sheet 2. D TORREY. I

GAR BRAKE, Patented May 1, 1883.

(No Model.)

rim 276,932

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DOLPHUS TORREY, OF NEW YORK, N. Y.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 276,932, dated May 1, 1883.

Application filed June 20, 1882.

To'all whom it may concern Be it known that I, DoLPHUsToannY, of the city, county, and State of New York, have invented an Improvement in Oar-Brakes, of which the following is a specification.

My invention relates to what are known as momentum-brakes; and the object of the invention is to simplify the construction of such brake apparatus, and to secure a wide range of useful conditions in which it may be available. In it are utilized the changes in direction of wheel rotation to alternate the adjustment, such alternation being effected by the action of a balanced brake-beam, the nature x and arrangement of which are hereinafter described. With the balanced brake-beam is connected a lock-bar with which are combined two cam-movements, one of which looks the brake-beam in the position to which it has been shifted, and the other actuates the adjustment device for disengaging the connection between the draw-bar mechanism and braking mechanism. This connection consists of two levers, one united to the draw-bar, and termed the motor-lever, the other communicating with the braking mechanism, and termed the operating-lever. I further arrange that these two cam-movements shall be actuated in such a manner that "the one which looks the brake-beam in its position shall so far complete its effects before the cam which actuates the adjusting device has disengaged the motor and operating levers that the brake-beam cannot return to its position of starting, but must pass and keeppast its center. For convenience in manufacturing, I prefer to combine the arrangements relating to these two cam mechanisms within a box or housing, which is called, with its contents, the lock, and whereby the parts are appropriately placed and held together atthe manufactory and in a condition for being attached to the car in a simple and convenient manner. My invention may, however, be applied by the use of the devices herein described attached to the car separately, and not in conjunction withsuch box or housing. The motor andoperating levers are preferably suspended transversely of the car, and are ful- .crumed at one end to the frame of the car. The other (their free ends) are, as I prefer to ar- (No model.)

range the mechanism,'in the direction of the other side of the car from their respective fulcrums. When so placed they cross the line of the draw-bar. I contemplate various arrangements of these levers. They may swing in horizontal or perpendicular parallel planes. They may have a common pivot or not, and in this lattercase they may describe arcs one within the other or one overlapping the other. To overcome the variations in position taken by the draw-bar, I prefer to not connect it di rectly with the motor-lever, but to use a pit man one end of which is attached to the drawbar and the other to the motor-lever. By this means the free end of the motor-lever is swung back and forth in unison with corresponding movements of the draw-bar. To provide for an application of the brakes by a movement of the operating-lever in either direction, its end is attached to a chain which passes over a pulley in the form ofa loop united to a ,tensile connection with the brakes. Upon the inner faces of both the motor and operating levers, near their free ends, are placed lugs, which arrest the movement of one lever past the other, (or one lever may be without a lug, the other being bent so that the lug on it can engage with the bar of the other lever.) By this means, if the motor-lever is swung toward the operating-lever, the engagement of the lug forces the operating lever to swing in unison with it. When so swung from its position of rest, (or center,) the operating-lever pulls upon the brake-chain and tends to apply the brakes. If, however, the motor-lever is swung in a direction from the operating-lever, there can be no action upon the brakes except when pro-' justing device. In practice I prefer to use a rectangular frame, the upper part of which holds part of the cam mechanism, by means of which it is forced down when the lock-bar is shifted, and beneath which is a spring to return it after the cam-movement has acted.

through which the lever swings, and neither part interferes with the appropriate service of the other; but the adjustment-bar holds the operating-lever within its plane of movement, and acts when its own position is changed by the lock-bar acting upon the cam-mechanism; it shifts the operating-lever so as to disengage it from the action of the motor-lever, and, by the action of the spring pressing against the upper bar of the rectangular frame of which the adjustment-bar is part, returns it (the operating-lever) to its plane of movement. I also contemplate providing the adjusting-bar with a long slot, through which the operatinglever passes, as a modification of the construction above described. The rectangular frame above. described may also be moved by a hand attachment, so as to either temporarily or permanently disengage the motor and operating levers. This is effected by a tGllSlOIl-GODUQO- tion with the frame, which can pull against the sustaining-spring and free the engaging of the levers, and which being fastened in suclr position will retain a relation of disengagement. The line of chain or rods used to produce by hand a disengagement of the levers extends to the roof and such other places upon the car as is desired, and is there attached eecentrically to a small handle or lever, so that thehandlc'will, when turned, pull on the frame and remain as set. The alternating adjustments of the mechanism fitting it to act in braking with either an extension or compression of the draw-bar depend upon the establishment of related coincident movements of the brake-beam and of the brake-operating draw-bar. The brake -beam movement and position being consequent upon the direction of wheel rotation, and the direction of wheel rotation and of brake-operating draw-bar being the same when the engine is at one end of the car and in opposite directions when it is at the other, it necessarily follows that an adjustment for the one condition is a reversal of adjustment for the other. This reversal of adjustment may be corrected in two ways, both of which are provided for in this invention.

The correction'may be made by shifting the correction by the method of shifting thebr akeof the frame.

beam is effected automatically by the device for producing a tentative engagement, while the method of doing so in a non-automatic manner is by changing the positions of the motor and operating levers by the hand at-- tachment above referred to while the car is in motion. all of which is more fully described herein. The brake-chain is reversed in its direction by passing over a pulley which is held by an attachment to one or more levers, which are pivoted between the bolster and spring plank of the truck (or between the two bolsters) in such a manner that the intensity of braking stress is relieved by the yielding of the lever when the stress is greater upon the wheels than an established ratio to the weigh of the car.

In the accompanying drawings, Figure'l isv side elevation of so much of one end of a car and truck as is necessary to exhibit the location in which the apparatus is attached. Fig. 2 is an under side view of one end of the carbody with the motor and operating levers, pitman, and chain-pulley in position. Fig. 3 is a vertical section of the floor-frame of the car, showing the position of the motor and operating levers, the adjusting mechanism, and lugs. Fig. 4 is a diagram showing the details of construction of the motor and operatinglevers and of the cam guide-bar by means of which the tentative engagement is effected. Fig. 5 is a longitudinal sectional J elevation of the lock within its case or housing, showing also some of the accessory op erating parts. Fig. 6 is atransvcrse section r Fig. 7 is a longitudinal sec tion on the line 7 7, Fig.6, showing the device employed to regulate the stress of brakepressure relatively to the load or weight of the car. Figs. 8, 9, l0 illustrate various relative arrangements of the motor and operating levers and their fulcrums. Figs. 11, 12, and 13 are diagrams illustrating different modes of drawingthe brake-chain in one direction by a movement of the operating-lever in either direction.

- The drawings represent the apparatus applied to a car having its brakes hung outside the wheels; but the modification suiting it to a car in which the brakes are hung between the wheels is one of mechanical adaptation.

1 designatesthedraw-bar; 2, the pitman; 3, the motor-lever; 4, the operating-lever; 5, the brake-chain; 6, the chain-loop pulley, and 7 the top bar of a rectangular frame deriving move went from a cam-bar, 8, to detach the operating-lever 4. from the motor-lever 3 in the operation of automatic adjustment, as hereinafter described. The cam-bar 8 is held within a longitudinal slot in a lock-bar, 9, and is made shorter. than the slot it rests in, as shown in Fig. 5, so as to allow relative movement between them. The lock-bar 9 is held at either extremity of its stroke by a bar, 10, held downby a spring, 10, and said lock-bar is con nected,by a weighted bell-crank, 13, fulcrumed the adjusting mechanism of an i brake apparatus from the vertical at'13, and strut or pitman 14, with the brakebeam 15, so that a longitudinal movement will heimparted to the lock-bar 9 by a vertical movement of the brake-beam 15. The vertical end bars, 11, ot'the rectangular adjustinging-frame are rigidly connected or formed in one piece with the upper horizontal bar, 7, of said frame, and carry at their lower ends a horizontal bar, 12-, on which the operating-leveretis supported, so asto be moved positi vely in a vertical direction, but have free and independent movement horizontally, apart from the automatic vertical movement imparted to the frame 7 11 to disconnect theopcrating-lever 4 from the motor-lever 3. This movement isproduced by hand, when required, by bell-cranks 16, fulcrumed at 16, and connected to the bar 7 and to a horizontal operating-bar, 18 which is attached by a flexible connection, 18, passing over a pulley, 17, with a handlever, 19, on the roof of the car. 7 represents a spring to throw up the frame 7 11 when released. One or more of the levers 19 may be placed, as convenience may dictate, upon the car. They may he made with'the information lettered upon the two sides of the handle to indicate that in the position shown by the lettering thebrakes are in position for engagement or fordisengagement, It will be seen that by attaching the cord 18 eccentrically its stress will hold the handle in either of the two positions, and that when in'posi tion for disengagement it pulls upon the cord so as to draw the adjusting device down, and so as to separate the operating-lever from any chance to engage with the motor-lever.

The disconnect-ion and reconnection of the operating and motor levers may heetl'ected (by changes in direction ot'wheel rotation) through as I have Sometimes to actuate automatic movement of a single brake-beam. For this purpose the beam 15 is hungin anyofthecustomary ways, withjample provision for lost motion, and is connected by a strut orpitman, 14, to a lever,

the medium of balanced brake-beams, described in earlier applications. it is disirable to obtain the power i l3, fnlcrnmed in the truck or frame work of the c'arrabove, and which carries a counterweight,,13-, so that .the brake-beam will re main siispended in the position to which it is moved by the rotation of thewheels. A rigid ;arm projects vertically at right angles from the lever, and is connected by a rod or bar, 9, WltlLillG adjusting mechanism, soas to impart a toand-t'ro motion thereto as the beam is shifted. The lever 13 thus constitutes a threearmed bell-crank.

- To proportion the stress of brake application to the weight of that the brake-chain .5, shall pass over a reversing-pulley, 21, between the operating-le- This pulley is placed approximately in the line of thecenter-pin aroundwhich the truck turns away its abilitv to apparatus is six thousand .on "the spring, and through it upon the bellthe car, it is arranged 22: on the truck.

in running curves. It is mounted on one end of a bolt, 23, which passes through the truck bolster 24, and is extended beyond, so as to pass through a coiled or other spring, 25. This spring is sufficiently rigid to not yield until the stress upon the brakes equals the quantity required toiproperly brake the car when light. The base or abutment of this spriugis a bar, 26, connecting two bell-cranks, 217, placed equidistantfrom the center-pin, and so arranged that an arm of each rests upon the springplank 28 of the truck. These belt-cranks are supported by braces 29,at'tached to the truckbolster. When the weight of the caris in creased the depression of the truck-springs permits the truck-bolster 24 to approach the springplank 28, in doing which it acts upon the bell-cranks 27, causing their upright arms to compress the reliefspring 25 and take yield when the brakes are applied intensely. Any intense application can be relieved only by thefstressraising the weight ofthe car. Supposing the weight upon the truck-bolster to be twelve thousand pounds andthat the arms of the bell-cranks are of equal length, thenwhen the stressof the brake pounds the pull-up crank, will be twelve thousand pounds. Any stress greater than this will then raise the car and, by the drawing out of the fulcrum-bar which holds the reversing-pulley, relieve the stress, and thereby limit the intensity of brake application. In practice the lengths of the armsof the bell-cranks 27 may be proportioned so as to equalize any percentage of stress upon the brakes and the weight of the car. 1

The tentative engagement of the brake toinsure correct direction adjustment will be understood by reference to the diagrams, Fig. 4. To one of the stringers 31 is attached acambar, 32, which guides the motor-lever 3 in a rectilinear path, but depresses the operatinglever 4 when it is carried to a given distance either way from the center. When the two levers are brought in contact the side-lug on t'hemotor-leverii engages with the operatinglever 4. After this,it'themotor-leverisswiiiig in its free direction, it draws the operating-lever after it, and so applies the brakes; hutas soon as the opcrating-lever-rides against the rise on the cam guidebarit is disengaged. Suchtentative engagements effect a shifting of the brake-beams, it not already shifted, to

conform to the direction of wheel rotation. When this tentative engagement takes place the consequentapplication of the brakes will, if the balanced brake-beam is not in a position conforming to the direction of wheel rotation, make it shift to suchposition. ing of the beam takes place, thereis an instant automatic disengagementof the levers and re lease of the brakes. The shitting of the batanced brake-beam by a tentative engagement can only occur when there is a need of train If such shiftrelation adjustment,which such shifting of the beam effects.

The motor and operating levers may be mounted on a common fulcrum, as illustrated in Fig. 8,01 on'separate fulcrums, so that their clutch ends will describe separate arcs one Within the other, as in Fig. 9, or on separate fulcrums, so as to describe overlapping arcs in Fig. 10. As the draw-bar has movements in two directionsthose of compression and of extension-either of which may be used for applying the brakes, which is done by the application of a stress in but one direction, it is necessary to provide means of transforming the draw-bar movements oftwodirections into the pull of the brake connection in, its one direction. This transformation is effected in someone of several ways. The chain loop may he used as shown in Fig. 1, or the chain may be drawn between two pulleys, as shown in Fig. 12, or it may be attached to opposite arms of the operating-lever,which is extended beyond its pivot for this purpose, asin Fig. 13.

The operation of the apparatusisas follows: It is assumed that the engine is at the same end of the car as is the. brake-operating drawbar. The balanced brake beam is elevated. The motor-lever is behind the operating-lever. As the engine pulls ahead the motor-lever is swung into engagement with the operating-lever, which swings in unison with the motor-lever, and stress is communicated through the chain to the brakes. The friction between the shoes and the wheels compels thebrake-beams to shift their position in thedirection of wheel rotation to the limit of their permitted moveinent. In so shifting their position the beams actuate the lock-bar 9, thrusting in the rod, so as to raise by the action of the upper cam tho spring-bar l0, and the movement is continued until ,the cams pass the pulleys carried in the spring bar and permit the bar to return to its position of rest. As the cams referred to pass the center of the pulleys the lock-bar will have advanced so as to cause the cam-bar 8, held within its slot, to set against the end of the slot. When this cam-bar moves it, presses the, cams upon .it against the pulleys attached within the upper bar, 9, of the adjusting device, and causes the adjusting mechanism 7, 11, and 12 to be depressed, and by the rod in the lower part of the rectangular frame (which passes through a loop or slot in the operating-lever between the points 4 4) will disengage the operating-lever from the motorlever, and effect thereby a release of the levers and of the brakes. As the cams pass the pulleys the springs, which press against the spring-bar 1t) and bar 7 displaced by the cams, compel a return tothe positions from which said parts were moved. .Itis to be noted that by having the adjustment device moved after the cams controlling the position of the brakebeams have passed their centers we prevent any possible return of the beams to their position of starting. The adjusting is effected by the final part of the movement. made by thebrake-beams. As the brakes are released and the motor-lever free to swing forward, any further extension of the draw-bar in pulling does not effect 1 a positive action on .the brakes. Now, should the engine be slowed, the effect wilLbe to cause a compression of the draw-bar by the momentum of the cars behind it. .This compression will swing the motor-lever into engagement with the operating-lever, and through its swinging apply the brakes. And as the brake-beams are set in a position con-- forming to the direction of wheel rotation, the engagement of the levers is confirmed. It'. the engine pulls ahead, the brakes are released. Iftheresistanceis,however,continued suficiently, the train will finally be stopped, and with the brakes applied. It, now, the engine is backed, the continued pressure of the brakes secures the shifting of the brake-beam in the new direction of wheel rotation. This shifting of the beam operates the lock-bar in an opposite direction from that before described,but effecting the same series of actions with the cams and adjusting device, resulting in a disengagement of the levers and letting off the brakes, so that the cars-may be backed without brake resistance. It is to be noted, also,'that,while the beams can travel with the wheels, the brakes do not in any wise resist the backing motion, and that before the beams reach a position in which theycan bear against their hangings,as when braking, they have by theirconnected mechanisms efl'ect-ed a complete release of the brakes.

If a pushing-engine be put behind a train equipped with this apparatus arranged for service, it would cause an application of the brakes; but this is prevented by a. brakeman throwing the hand-lever 19 over, and thereby setting the mechanism out of engagement. The said lever is in like manner to be reversed when the pushing-engineisdetached. Should there be a reversal of adjustment of the brakebeam and of the levers, it is only necessary for a brakeman to turn the hand-lever while the brakes are applied to permit an automatic correction by the escapement of the motor-lever,

and then the movements and transformations ot' the parts are necessarily coincident as long as the engine is operated at the same end of the car.

I do not claim a single lever combining the functions of. motor and operating lever. My invention relates to a. mechanism in which are employed a motor and an operating lever, one actuated by the other under control of the clutch or adjustment devices. and having the separate functions hereinbefore described.

Having thus described myinvention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. In a draw-bar-brake mechanism, a-vibrating motor-leversactuated by the draw-bar through a connection therewith, in combination with a vibratin g actuatin g-lever connected a looped chain attached directly to said actucommunication, substantially as set forth.

the draw-bar, the point of contact ot'the opercruin' point of saidYoperating-lever, whereby directly with the brake mechanism and actuated by contact of its free end with the free end of the motor-lever, said motor and operating levers being superimposed and swinging in parallel planes and both in the line of stress 2. In an automatic draw-bar brake, an operating-lever connected directly with the brake mechanism, and actuatedby contact with a motor-lever provided with connections with ating-lever with the motor-lever and the point of connection of the operating-lever with the brake mechanism being at the same or approximately the same radial distance from the fulthe friction at such fulcrum-point is practically neutralized and the free end of said lever is adapted to be shifted vertically under slight stress.

3. The combination ofthe laterally-s winging operating-lever 4 with the bar 12, placed in a line with the chord of the are described by the vibratory movement of said lever, and arranged to control the vertical movement thereot'at right angles to theplane of rotation of said operating-lever, as and for the purposes specified.

4. Thecombination ofa motor-leveractuated by the draw-bar through a pitmau-connection therewith, with an operating-lever connected with the brake system through the medium of ating'lever, the latter being actuated by the contact of its free end with the free end of the motor-lever.

5. The combination of a vertically-adjustable brake-beam, a counterbalanced mechanism for sustaining the brake-beam in its shifted positions, and a mechanism actuated by the balanced brake-sustainin g devices, and provided with cam-faces by which the disengagement of the motor and-operating levers is effected after the shifting of the brake-beam, and by which, also, the brake-beam is prevented from returning to its original position from which it was shifted.

6. The combination of the cam mechanism 7 8 9 10 with an inclosing frame or box, substantially asand for the purposes set forth.

7. The combination of abrake-beam having independent vertical adjustment and a connter-weightvfor balancing said brake-beam and causing it to restin either position to which it is carried by wheel rotation.

8. The combination of a balanced brake- "beam with the cam mechanism, constructed and operating substantially as and for the purposes set forth.

9. The combination of an operating-lever having aslot formed therein, and an adjustingbar, 12, for causing the operating-lever to be moved for engagement and disengagement with the motor-lever, and permitting said opcrating-lever to swing through the arc of its movement without restraint from said adjusting-bar. y l p 10. The combination ofa motor-lever and an operating-lever, one having three parallel or radial lugs for securing a tentative engagement between them, as explained.

11. The combination, with the motor-lever and operating-lever, of the cam guide-bar, securing a disengagement of the motor-lever when it is swinging in its free direction after only a slight application of the brakes.

12. The combination, with the shifting-bar 9, ofthe cam-bar 8, having a limited movement relatively thereto, substantially as auditor the purposes set forth. a

13. The combination ot'the motor-lever, having three engaging-lugs, and the operating-le ver, having but one, or vice .versa, with a cam guide-bar, for the purpose set forth.

14. The hand-leverlt), in combination with the adjusting mechanism 7 l1 l2 and suitable connections, substantially as set forth.

DOLPHUS TORREY.

Witnesses: l

O. H. BETZEINAN, 84M. 0. SLoAN. 

